Internal-combustion engine



June28, 1949. c. H. JELLEY INTERNAL-COMBUSTION ENGINE 6 Sheets-Sheet 1Filed June 2'7, 1946 INVENTOR. C/eve/a/a cZd/ey BY [9 W feym C. H.JELLEY INTERNAL- COMBUSTION ENGINE June' 28, 1949.

Filed June 2'7, 1946 6 Sheets-Sheet 2 INVENT0R.I U/ezze/aydf/Jefley BYEMZ/LMTW H7771? June 28, 1949.

6 Sheets-Sheet 3 Filed June 2'7, 19.46

m2 M5 mi U/eu BY C. H. JELLEY INTERNAL-COMBUSTION ENGINE June 28, 1949.

6 Sheets-Sheet 4 Filed Julie 27, 1946 6 Sheets-Sht 5 c. H. JELLEYINTERNAL- COMBUSTION ENGINE June 28,1949.

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c. H. JELLEY INTERNAL- COMBUSTI ON ENGINE -6 Sheets-Sheet 6 Filed June2'7, 1946 ZEnQEku 9:3

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Patented June 1949 v UNITED STATES 1 PATENT ormer: a

INTERNAL-COMBUSTION menu:

Cleveland H. Jelley, Detroit, Mich. Application JnneZ'I, 1946, SerialNo. 879,659

This invention relates to internal combustion engines.

One objectof this invention is to provide. an internal combustion enginewherein the explosive power is applied to a pair of pistons in eachcylinder moving in opposite directions, thereby requiring only half thestrokefor each piston as compared with aconventional engine and alsoenablingthe pistons and their connecting rods and other moving parts tobe made with the same total weights so as to effect perfect balance ofthe crankshaft, pistons and connecting rods. and substantially eliminatepressure or thrust on the main bearings and crankcaseother than actualpower torque.

Another object is to prov ide an internal combustion engine, asset forthin the preceding object, wherein the conventional cam shaft iseliminated entirely and each cylinder or set of cylinders, if a radialset, is provided either with a cam formed upon one cheek of thecrankshaft or a cam mounted directly upon the crankshaft, the camineither case engaging a cam follower connected to a valve which at leastcontrols the intake of fuel and also, if desired, the exhaust of theexploded gases, as ina four-cycle engine.

Another object is to provide an internal combustion engine, as set forthin the preceding objects, which may be constructed with any desirednumber of cylinders and with any desired apportionment of thesecylinders radially or in line, or in a plurality of sets of radialcylinders arranged in line, thereby enabling the use of an uneven numberof cylinders and eliminating the synchronism of revolutionand powerimpulses so as to result in substantially vibrationless operation. l

Another object is to provide an internal combustion engine, as setforthin the object immediately preceding, wherein the crankshaft may bemade much shorter than in a conventional en- 9 Claims. (Cl. 123-40)Another object is to provide an internal combustion engine, as set forthin the preceding obwith a single piston in each cylinder, hencerequiring, only half the angularity of the connecting rods andaccordingly enabling the stroke to be unusually long in proportion tothe bore as contrasted with the conventional engine, without undulyincreasing either the angularity of i the connecting rods or resultingin an excessive piston speed.

Another object is to-provide an internal combustion engine, as set forthin the preceding objects,,which by reason of its dual strokeconstruction, reduces piston slap and provides subgine and only abouthalf the diameter thereof for b the same length of stroke, andconsequently also enabling a correspondingly short crankcase to Another;object is toprovide, an internal combustion engine as set forth in thepreceding objects wherein the short throws and large diameters of thebearings capable of being used make it possible to provide an oilpassageway running through the centerline of the shaft or, in the caseof aircraft engines for combat duty, for providing a rifled borezthroughthe center of the crank-- shaft for the firing of machine gun bullets orcannon shells.

stantially perfect balance of the moving parts. hence enabling theattainment of a power curve peak considerably higher than in aconventional engine because of the lower consumption of power requiredto overcome the inertia of reciprocating parts and thereby enabling theattainment of more power impulses in a given period of time, so as toproduce amore powerful engine than conventional engines of a given sizeand weight. Another object is to provide an ignition device for internalcombustion engines wherein the igniter, such as a spark plug, is broughtinto communication with the explosion chamber only at the instant of theexplosion, thereby protecting its electrodes and enabling longer lifethereof at a greater operating efficiency.

Another object is to provide an improved fuel gas distributor having afree rotating impeller which keeps the gases in motion even while thevalves are closed, so that the gas is not, required to start and stopits motion periodically as in the conventional engine.

Another object is to provide an internal combustion engine, as set forthin the preceding objects, wherein an auxiliary chamber is provided forreceiving the incoming fuel gas and for transferring it to the explosionchamber after being pre-cornpressed.

Another object is to provide a four-cycle internal combustion engine ofthe type set forth 3 roller, a valve being connected to'the cam followerfor reciprocation thereby.

Another object is to provide a four-cycle internal combustion engine ofthe type set forth in the object immediately preceding, wherein thevalve consists of a hollow plunger with longitudinally spaced portstimed to communicate with intake and exhaustmanifolds in a prearrangedcycle of operations.

Another object is to provide'a two-cycle internal combustion engine ofthe type set forth in the preceding objects, wherein there is only onecam required for each cylinder or cylinders if located radially, thiscam being either formed on a check of the crank shaft or mounted thereonand engaging and actuating a cam follower or roller which is notrequired to shift laterally to operate the valve connected thereto toproperly control the intake of fuel gas, the exhaust of the explodedgases being disposed of by cooperating ports in the outer piston andcylinder.

Figure 1 is a side elevation, partly in longitudinal vertical section,of a four-cycle internal combustion engine according to a preferred formof the invention, with the outer and inner pistons at the instant ofcommencing a compression stroke; s

Figure 2 is a cross-section through the center line of the cylinderstaken along the line 2-2 in Figure 1;

Figure 3 is a cross-section; partly in end elevation, taken along theline 33 in Figure 1 and showing details of the valve and cam construc-,

tion;

Figure 4 is a cross-section through the crankcase taken along the line4-4 in Figure 1, showing details of the cam follower shifting mechanism;

Figure 5 is a horizontal section taken along the line 5-5 in Figure 1,showing further details of the cam follower shifting mechanism shown inFigure 4;

Figure 6 is a vertical section taken along the line 6-6 in Figure 5;

Figures 7, 8, 9 and 10 are fragmentary diagrammatic views showing theposition of the operating portions of the cam follower shiftingmechanism at the beginning of the compression, explosion, exhaust andintake strokes respectively;

Figure 11 is a diagrammatic front elevation of the cam structure showingthe relationshipof the various portions thereof to the various strokesin the engine cycle;

Figure 12 is a vertical section taken along the line l2-i2 in Figure 11;

Figures 13, 14, 15 and 16 are diagrammatic vertical sectional viewsshowing the positions of the moving parts at the beginning of thecompression, explosion,- exhaust and intake strokes respectively of thefour-cycle engine shown in Figures 1 to 12 inclusive;

1 Figure 17 is a longitudinal vertical section through one cylinder of atwo-cycle internal combustion engine similar in principle to thefourcycle engine shown in Figures 1 to 16 inclusive, with the outer andinner pistons at the instant of commencing a compression stroke;

Figures 18, 19, 20 and 21 are diagrammatic vertical sectional viewsshowing the positions of the moving parts at the beginning of thecompression, explosion, exhaustandintake strokes respectively of the W0cycle engine shown in Figure 17;

Figure 22 is a diagrammatic front elevation of the cam in the two cycleengine of Figures 17 to 4 21 inclusive, showing the relationship of thevarious-portions thereof to the various strokes in the engine cycle;

Figure 23 is a topv plan view of an improved fuel gas distributoremployed in connection with the internal combustion engine of thisinvention, either four cycle or two cycle; and V Figure 24 is a verticalcross-section through the fuel gas distributor shown in Figure 23, takenalong'the line 24 therein.

Four-cycle engine of present invention Referring to the drawings indetail, Figures 1. 2 and 3 show a four-cycle engine, generallydesignated Ill according to a preferred form of the invention andincluding a generally designated crankcase assembly ll, valve assemblyi3, crankshaft and cam assembly l4 and cam-operating assembly IIrespectively. The crankcase assembly ll (Figure 2) preferably consistsof a lower half or sump l6 having a anged edge I! bolted as at it to thelower edge I! of the upper half 20. The crankcase assembly Ii includespartitions or bulkheads 2| in the form of webs containing bearing bosses22 with bearing bores 23 in which are iournaled the main bearingportions 24 of the crankshaft 25. The crankshaft 25 is formed with setsof crankpins for each radial group of cylinder assemblies i2 (Figure 2),each set consisting of a central crankpin 26 disposed on one side of thecrankshaft center line or axis of rotation 21 and a pair of crank pins28 on either side of the crank pin 26 and disposed on the opposite sideof the center line 21' thereof, these being. interconnected by crankwebs 29. The crank pins 28 are also connected to the crank shaft 21 bycrank webs 30.

Mounted on each crank pin 26 is the journal portion 3| of a primarymaster connecting rod 32. The journal portion 3| consists of upper andlower halves 33 and 34 bolted together as at 15, the upper half 33 beingprovided with radially extending lugs or ears 35 carrying pins 31 towhich are connected the lower ends of subsidiary connecting-"rods ll.The upper ends of the connecting rods 32 and 26 are enlarged as at 39and provided with bores ,46

engaging wrist pins 4L (Figure 1) which in turn] engage opposed alignedbores 42 in the internal bosses 43 of the inner pistons 44. The latterare provided with skirts 45, heads 46 and piston rings 41 and 48, thelatter being as many or as few as desired. 1 I

Mounted on each of the side crank pins 28 is a similar secondary masterconnecting rod 40 having a journal pin 28 and lugs or ears 5| (Figure 2)carrying pins 52 to which are connected subsidiary secondary connectingrods 53. The upper ends of the connecting rods 49'and 52 are enlarged asat 54 and bored as at 55 to engage pin-like lugs 56 (Figure 1) integralwith and extending axially in opposite directions from the oppositelydirected cross head portions 51 onthe lower ends of the outer pistons58. Threaded into the lugs 56 are retaining bolts 56a having retainingwashers 51a for the connecting rods 49. The outer pistons 56 are ofcylindrical form with bores 59 in which the inner pistons 44 aremountedfor reciprocation. The outer pistons 56 are provided with heads 60 andsidewalls ii, the latter containing an ignition port 52 near the head 50for exposing the electrodes of'a spark plug at the instant of ignition,as will subsequently be described. The port 52 may be of any outlinedesired, being cylinder assembly i2,v

respectively (Figure 2) portion 50 engaging the crank I is reciprocabiymounted in a bore 84 in the inner i wall 85 of the cylinder 88 oi thecylinder assembly I2, this being provided with an outer wall 81 and awater jacket or 'chamber 88 therebetween.

The cylinder walls 85 and 81 are interconnected bya boss 88 having athreaded bore I8 for receiving a conventional spark plug 'II havingelectrodes 12. The inner end of the bore I8 communicates with and isexposed by the port 82 when the outer cylinder 58 is at the bottomof itsdown stroke in the firing position. This con-' struction exposes thespark plug electrodes only at the instant of ignition and covers them atall other times except that, the bottom of the down stroke of theexhaust stroke of the outer piston 58, thereby protecting the electrodesfrom fouling and corrosion and increasing their life and efllciency,particularly in aircraft engines. The

spark plugs II are connected to a conventional ignition system includinga timer and distributor lower transverse partitions or bulkheads 88 and81, the partition 88 forming with 'the side walls 88 thereof an exhaustchamber 88. The latter I is provided in'one wall portion with a port I88adapted to register with the port 88 and in its operatively connected tothe crankshaft 21. The 1 details of this system form'no part of thepresent invention and any suitableconventional system maybe employed.The outer piston 58 near its head 58 is provided withone or more pistonrings I8. 4

The cylinders 86 at their lower ends are flanged as at I4 and secured tothe upper half 28 of the crank case assembly I8 by bolts I5. The uppercrankcase half 28 for the three radial cylinder design shown in Figures2 and 3 is pro- .vided with longitudinal flat wall portions I5 inclinedat obtuse angles to one another (Figures i the lower ends of thecylinders 88 and have downwardly extending guide arms183 with inwardlyfacing parallel guide surfaces 84 for thereception of the crossheadportions 51 on the lower ends of the outerpistons 58. The crossheadportions 51 have parallel side walls spaced apart the same distances asthe separation of the guide surfaces 84 so as to be guided thereby whilereciprocating therein. This construction prevents the turning of theouter cylinders 58 while they are reciprocating, thereby preserving theproper alignment of the ports 88. i t v i 4 i The outer cylinder 58 atthe upper end of its stroke has its head 88 spaced apart from thecorresponding head 85 of the cylinder 88 so as to provide apre-compression chamber 88 therein having a port 81 in the side wallthereof opening intoa passageway 88 leading to a port 88 in acylindrical valvebore 88. Similarly, the port 88 opens into a port 8|and passageway 82 leading to aport 88 in thevalvebore 88. The outer andinner pistons 44 reciprocate toward and away from one another so astoprovide an explosion chamber or main chamber 84 between the opposingheads 48 and 88 adapted to communicate to register with a port I82leading to the exhaust passageway I88 in the exhaust manifold I84, thelatter being bolted as at I85 to the valve housing portion I88projecting laterally from the cylinder 88 and forming a part of thevalve assembly II. The upper chamber or intake chamber I8'I of the valvemember 85 is provided with a port I88 in the side wall 88 above thepartition 88 and adapted to register with the port 88. The upper end of.the valve member 85 is provided with an internal bore I88 engaging theouter wall of a tubular member II8 having a flanged upper end III seatedin an annular recess H2 in the upper end of the valve bore 88. A coilspring I I8 is mounted in the space between the i is bolted as at I"(Figure 3) to the top II8 of through the port 81 with theprei-compression' chamber 88 when the outer cylinder 58 is atthe 4 topof its stroke (Figure l).

Reciprocably mounted in the valve bore 88 is a tubular valve memberhaving upper and 75. block I84 is provided with an approximatelyellipthe crankcase web 2 I.

the valve housing portion I 88. I

The side wall 88 of the tubular valve member 88 is provided immediatelybeneath the lower partition 81 with oppositely disposed elongated slotsII8 through which extends a bridge mem ber I28 having ports I2I therein.The bridge member I28 serves as an abutment for the upper end of acoilspring I22 and also to prevent rotation of the valve member 85. Thelower end of the coil spring I22 engages the shouldered portion 801below the slots H8 and urges the valve member 85 downwardly. The outerends of the bridge memberI28 rest upon the surfaces I8 of the uppercrankcase halves 28 and are received in recesses-I128 in the lower endsof the valve housing portions I86 (Figure 1).

The upper crankcase half '28 is provided with bores I24 aligned with and0f the same diameter as the valve bores 88 so as to form, in effect,continuations thereof for reciprocably receiving the tubular valvemembers 85. The lower end of eachvalve member 85 is provided withdownwardly directed arms I25 having aligned transverse bores I28 inwhich are mounted the opposite ends of an axle I21 carrying a roller orcam follower I28 which is loosely rotatable and slidable thereon. Theroller I28 is provided with a hub I28 having an annular groove I88 forreceiving the opposite ends of a shifting yoke I8I of hollow rectangularconstruction (Figures 1, 5 and 6) which in turn has an arm portion I82extending through a rectangular aperture I88 in i The arm portion I82terminates in a slide block I84 of approximately rectangular outlinemounted for horizontal reciprocation in a guideway or groove I85 formedin.a guide bracket I88 (Figure 4) having a flange I81 boltedas at I88 tothe underside of the upper crankcase half 28. The guide groove I85 ispartiallyvclosed by a plate I88 bolted as at I48 to the bracket I88 andhaving .a bore I4I therein for receiving one'end of a shaft I42. Theslide along its axle I28.

as-near 7 tical opening I48 having arcuate portions I44 engaged by theopposite'ends of a rotating arm I45 forming a part of the shaft I42.Beyond the arm I45, the shaft I42 passes through and is journaled in abore I45 in the bracket I85 and has secured to its opposite end as atI41 the hub of a spiral worm gear I48. The latter meshes with a spiralworm I49 mounted on and driven by the crankshaft 25. The worm I49 andworm gear I48 are so proportioned that when the crankshaft 25 rotates,the driving connection formed by the spiral worm I49 and worm gear I48causes the shaft I42 to rotate at half the speed of the crankshaft 25',thereby rotating the arm I45. As the latter rotates, it alternatelyengages the arcuate portions I 44 of the opening I49, causing the slideblock I94 to reciprocate, thereby shifting the cam follower or rollerI28 intermittently to and fro The cam follower or roller I28 engages adual cam I58 (Figures'll and 12) having cam paths II and I52 side byside and provided with a bore I53 and a keyway I54 by which it is keyedas at mas m are connected. The lntake manifolds the casing chamber I55to the crankshaft 25. The cam path I5I is provided with a circular dwellportion I55 passing through a cross-over portion I51 to a raised exhaustoperating portion I58 of larger diameter than the dwell portion I55. Onthe otherhand, the cam path I52 is provided with a dwell portionv I59connected with the cross-over portion I51 and of the same diameter asthe dwell portion I55. The dwell portion I59 is connected to an intakeoperating portion I58 which is of smaller diameter than the dwellportions I55 and I59. The proportionate lengths and heights of thevarious cam portions will, of course, depend on the particular design ofengine. In one design, for example, the portions I58 and I58 wereprovided with a one-half inch rise. and fall respectively, with a dwellof approximately 150 degrees, thereby providing a transition or blend ofabout 30 degrees from rise or fall. The shift of the cam follower orroller I28 takes place of course at the cross-over point I51.

Rotary fuel distributor has been a serious one, due to the fact that thefuel gas starts and stops motion every time one of the intake valvesopens and closes. This starting and stopping of the motion of the gasmany times a second prevents the highest emciency being obtained ii anengine, particularly at higher speeds.

In order to overcome this problem, the present invention provides arotary fuel distributor generally designated I5I (Figures 23 and 24)whereby the fuel gas is maintained continuously in motion while theengine is running, regardless of the opening and closing of the intakevalves. This rotary fuel distributor I5I may be used either with thetwo-cycle or four-cycle type of engine, and is especially useful in thetwo-cycle type. The rotary fuel distributor I5I consists of a generallycircular casing I52 having upper and lower halves I53 and I54 boltedtogether as at I55. The casing I52 is provided with a hollow annularperipheral chamber I55 formed between the oppositely curved portions I51and I58 of the upper and lower casing halves I53 and I54. Arranged atintervals around the periphery of the curved portion I58 of the lowercasing half I54 ports I 58' (Figure23) to which the intake maniandopening into the chamber I 55 are I III are positioned to leadtangentially away from I55 so as to enhance 'theflow of fuel gas theretofrom said chamber I88.

The lower casing'half I54 is provided with a central boss I18 having asocket or recess III in which is journaled a shaft I 12 freely rotatabletherein. The shaft I12 is shown, for purposes of simplicity, ashaving'plain bearings whereas in actual practice conventionalanti-friction bearings would be'used. The shaft I12 is also shown asprovided with an annular shoulder I13 forming a thrust surface, whereasin actual practice an anti-friction thrust bearing of a conventionaltype would be used. Such bearings are commercially available and theirdetails form'no part of the present invention. Mounted on the upper endof the shaft I12 is an impeller or rotor I14 having a socket I15 inthe'center thereof for receiving the shaft I12. The rotor I14 consistsof a hub I15 having spiral vanes I11 radiating outwardly therefrom andterminating in enlarged approximately circular end portions I18. Theupper casing half I53 is provided with a central axial conduit portionI19 having a flange III with bolt holes I8I for attachment, to the mainintake manifold leading thereto from a conventional carburetor (notshown). I

The rotor I14 is thus freely rotatable in its bearing recess I1I,rotation being accomplished by the suction produced in the variousintake manifolds II5 through .the ports I59, each giving an impulse tothe vanes I11 and their end portions I18. The momentum of the rotor I14tend! to keep it in rotation like a fly-wheel even when the individualintake valves of the cylinders '55 are closed, so that only theportion'ofthe fuel gas in the various intake manifolds II5 haltsmomentarily such valves are closed. The main body of the gas is impelledto move in an orbital path around the chamber I55 until each intakevalve opens and sucks in a charge of fuel gas. The rotary fueldistributor I5I thus has a cyclonic action which applies a slightpressure. to the gases, keeps them agitated and free from recondensationand counteracts the inertia so prevalent in conventional manifolds. Theintake manifolds II5 are, so far as possible, made of the same lengthsand diameters so as to have approximately the same volumes, and the mosteflicient gas distribution occurs when the cluster arrangement of thepresent invention is employed, with the cylinder assemblies I2 partiallyradial and partially in line.

Operation of four-cycle type of engine In the operation of thefour-cycle type of engine, according to the invention (Figures 1 to 16inclusive), let it be assumed that the moving parts of the engine are in.the positions shown in Figures 1 and 13 with the outer and innercylinders 58 and 44 at dead center in their positions of greatestseparation, having drawn in a charge of fuel gas into the explosionchamber 94 between them. -It will be further assumed that a portion offuel gas has been previously drawn into the pre-compression chamberbetween the top of the outer piston 58 and the cylinder head 85, as willbe subsequently described in connection with The outward motion of theouter piston 58 has compressed this charge in the prewhen the outerpiston 58 reaches its outermost po ition Figure l5.

compression chamber 85 and 13), the upper end of the asme'aiprecompressed portion of gas to" move into the explosion chamber 84. Theouter and inner pistons 58 and 44 are thus now at the instant ofcommencing their compression stroke, as shown in Figure 13, with thetubular valve 95 in a position closing all of its ports, as controlledby the position of the cam follower I28 upon the cam path I62 at theinstant it is entering upon the compression dwell portion In (Figure11).

I As the outer and inner pistons 58 and 44 move toward one another, thecam follower I28 rolls -'along the compression dwell portion I59 andmaintains the valve ports, in a closed position while the fuel gascharge is thus compressed. As

the outer piston 58 moves inward, the port 82 uncovers the boreilcontaininglthe spark plug II with its electrode 12. When the outer,and inner pistons 58 and 44 reachtheir points of roller I28 descends tothe intake dwell portion I60, shifting the tubular valve member 85downwardly so that the intake port 90 therein is brought intocommunication with the port 98 (Figure 1) while the port 9| is broughtinto communication with the port 63.

The outer and inner pistons 58 and 44 now move away from one anotherfrom the positions nearest approach (Figure 14),the spark timingmechanism causes a spark to pass between the spark plug electrodes 12',igniting the compressed fuel gas charge. a

The explosion then occurs, causing the outer and inner pistons 58 and 44to move away from one another, covering up the bore 16 with the sparkplug electrodes 12 and protecting them from the heat and products ofcombustiomfllhe pistons move apart to ,their, points of greatestseparation, transmitting the power thus gener-. ated to the crankshaft25 through the connecting rods 32 and 46 and the crank pins ,26 and 28.

Since the collective weights of these reciprocal-.

lng parts are substantially the same, they counter-balance one anotherand hence reduce, vibrationand bearing pressures to a minimum comparedwith conventional engines. Mean while, the cam roller I'28 has reachedthe-f;crossover point I51 (Figures Hand. 12) and has been shifted overto the cam path II by the rotating arm I45 acting upon the slide blockI34 (Figures 5 and 6) so, that the roller I28 during the ex.

plosion stroke traverses the explosion dwell portion I56, therebykeeping the valve ports closed. When the outer and inner pistons 58 and44 reach their points of farthest separation during the "explosionstroke (Figure ifi), the roller I28 climbs fromthe explosiondwellportion I56 to the exhaust dwell portion I58 ofthe cam path I'5I,shifting thetubular valve member 85 upward and causing the exhaust portsI88 and IM to communicate with the exhaust ports 83 and I82respectivelyand interconnect them. At the same time, the intake ports 98and 89 are also brought into communication, and the moving parts reachthe position shownin Figure 15, at the instant of the, commencementofthe exhaust stroke.

During the exhaust stroke, the cam follower or roller I28 traverses theexhaust dwell portion I58 of the cam path I5I while the outer and innerpistons 58 and 44 move toward one another (Figure forcing the burntgases outward in the directionfoi the arrows into the exhaust manifoldI84 byway' of the valve chamber 98. At the same time, the inward motionof the outer piston 58 enlarges the precompression chamber 86, causing acharge of fuel gas to be drawn through the intake manifold II6, tubularmember I89, ports 98 and 89,passageway 88 and port 81, into theprecompressionchamber 86, the port 68having meanwhile been disconnectedfrom,

communication withthe, port 81 by reason of the inward motion oftheouterpiston. 58;

The moving parts have now reached the instant of beginning the'intakestroke in the explosion chamber 94 and the pre-cornpression of Figure 16toward the positions of Figure 13 with the previously mentioned portsremaining open but with the precompression chamber 86 closed off. Thehead 68 of the outer piston 58 in moving outward, precompresses thecharge of gas in the precompression chamber '86 and at the same time,the suction created by the motion of the pistons 58 and 44 away from oneanother.

. sucks in a charge of gas into the explosion chamber 94 as shown by thearrows in Figure 16. As the pistons 58 and 44 near their points a offarthest separation (Figure 13), the cam follower or roller I28 reachesthe end of the intake dwell portionf I on the cam path I52v and ascendsthe incline to the compression dwell por-, tion I59 thereof'iFigure 11)shifting the tubular valve member 95 into the position of Figures 1 and13 and the. compression stroke begins, repeatingthe foregoing cycle ofoperation indefinitely as long asthe engine is in operation.

The provision of the Dre-compression chamber 86 results in a superchargeof gas therein which is transferred to the explosion chamber 94 in themanner previously described in connection with Figure 13, where itis'compressed and fired along with the regular intake charge. Thisovercharge amounts to about 60 per cent overcharge which correspondsapproximately to a maximum superidling action, also improves performanceat low speed and on grades, as well as supplying a superior getawaypower. 9

The nine cylinder four-cycle engine shownhaving three cylinders radialand three in line provides 4 /2 power strokes per revolution. The

engine shown has a three-double-throw crankshaft with the throws locateddegrees apart and with four main bearings. The four main bearings areprovided to avoid cam thrusts setting up whip in the crankshaft althoughonly two main bearings might be sufficient in smaller engines, as thecrankshaft is shorter and more rugged than in conventional engines andthe stresses on the mainbearings are inherently balanced by theconstruction and arrangement of the moving parts of the engine.

The cylinder assemblies I2 are shown as individual for purposes ofclarity, but obviously they could be cast en bloc in groups of threeand, in

' exceptionally long life.

. ll i i very small automobile engines, could be cast integral with theupper half 20 of the crankcase ll, utilizing a cradle fixture formachining. Control of speed is eflected by the usual throttle, and theprovision of the pre-compression charge in the pre-compression chamberto to the combustion or explosionchamber 04 tends to preventrecondensation and thus results in a good idling performance and in aquick start from a cold engine. W Idling performance is further improvedover conventional engines, by the fact that there is no overlap of valveopening in the engine. of the present invention as in conventional highspeed engines, the latter of which show poorer idling performance incomparison with olderislowerspeed engines since in conventional enginesit is impossible to trim the valves properly for good performance atboth high and low speeds.

The tubular valve member ll has the exhaust ports I00 and IN locatednear the lower end thereof where the coolant in the water jacket 68 isof a relatively low temperature. The construction of the valve assemblyII and its actuating mechaniisr'n ll and cam mechanism It re-- sults inthe important feature that the valve member 85 is never in motion whenthere is pressure against it, as is the case with other reciprocatingvalve engines. This feature and the absence of piston thrust provides amechanism of Since the maximum heat of combustion occurs in themid-portion of the cylinder 66 instead of at the top thereof, the propercirculation of the, coolant iii the water Jacket 08 is facilitated. Theshortness of the bonnectingrods 49, due to thega short lengths of'travelof the outer pistons 58 and the fact that the short rods are undertension instead ofcompression stress for the most part, except for theslight compression stress introduced' during the precompression strokeof the 40 outer piston 58, likewise resultsin improved performance anddecreased vibration. Furthermore, while the individual strokes of theouter and inner pistons SI and 4! are short, the. combustion orexplosion chamber 94 may be made relatively long in proportion to thediameter thereof, thus giving the improved economy of a long strokefour-cycle engine without incurring the mechan- 7 ical disadvantagesthereof. The present type of engine has been illustrated in connectionwith sparkignition. It will be obvious, however, that compressionignition may also be employed; such as in the Diesel type of enginecycle, in which case the spark plug 1|, bore II and port 62 would, ofcourse, be omitted. In either event, the two pairs of rings 41 and 80prevent loss'of compression and also prevent escape of gas into thecrankcase. The piston head 80 of the outer piston 58 is cooled by theintake charge of relatively cool fuel gas entering the precompressionchamber 08 through the port 81, and hence itsoperating temperature isnot harmfully greater than that of a piston head in the convenionalengine. The firing order of the cylinders 66, numbered from front toback and left to right is preferably 15-93 4 a 2-6-7 as shownby thenumerals on the cylinder heads in Figure 23. This firing order, however,is purely by way of illustration and not by limitation- Either the fourcycle type or thetwp-cycle type of 70 the present engine described belowcan be constructed in multiples of three cylinders from three totwenty-four cylinders'and the timing works out especially well for atwelve-cylinder aircraft engine of flat or wing ypehaving two rows ofsurface 2" of the top wall 232 anneal 12 e cylinders on opposite sides"with'the cylinders spaced 3o degrees.'three in line. Such an ensine canbe either in. the four-cycle or two-cycle type,

but with different firing orders.

Two engine of present invention The two-cycle engine of the presentinvention.

ticulariy as regards the crankshaft, connectin rod and outer and innerpiston construction, and similar parts .are similarly designated. Thecylinder 68 of the two-cycle form,.however,' for convenience is providedwith a removable cylinder head 200 secured to the remainder thereof bythe bolts 2M. The cylinder wall 65 at its upper end is also providedwith an outwardly extending portion 202 containing an annular recess203. in which is mounted a channel-shaped port ring 2 with side flanges205 and a central connecting portion 206 having elongated inclinedintake transfer ports 201 spaced at intervals therearound. Communicatingwith the ports 20! at the upper end of the stroke of the outer piston 58are circumferentially spaced intake ports 2|! extendingthrough the sidewalls 6| thereof into the combustion or explosion chamber 9|. The upperend of the outer piston 58 is also provided with piston rings 2" to sealthe upper end thereof against the cylinder bore 6! in the cylinder 66.

The intermediate portion of the outer piston I i8 is provided withinclined elongated exhaust ports 2I0 spaced at intervals therearound andcommunicating with an annular exhaust passageway 2| I leading to anexhaust port2l2 which in turn is connected to the exhaust manifold HM.not shown in Figure 17.

The two cycle engine of Figures 17 to 22 inclusive has a single path cam2|! instead of the dual path cam I" of the four-cycle form, and is keyedor otherwise secured to the crankshaft". The cam is provided with a lowdwell portion 2 and' inclined po tions 2| and M6 leading to a high dwellportion 2" (Figure 22). A cam follower or cam roller 2|! engages the cam2i! and is rotatably mounted upon an axle 2ll- 220 in the inwardly lowerend ofatubular mounted in transverse bores extending bosses 22l at thevalve member'222. The latter corresponds to the tubular valve member ofthe four-cycle form but is simplified since it is free from the portsand chambers of that form. The valve member 222 is provided withelongated slots 223 through which passes a bridgemember 224 with ports22' therein and having its ends mounted inrecesses 220 in a mannersimilar to the mounting of the bridge member 120, and serving part ofthe function of the latter in preventing rotation of the valve member222.

The lower portion of the valve member 222 reciprocates in aligned bores22'! and 228 in the upper crankcase half 20 and valve housing portion229 respectively, and at its intermediate portion is provided with anupwardly extending reduced diameter portion 220 connected thereto by anannular wall 22! and terminating at its upper end in a top portion 232.The bore 228 is continued upwardly to an annular shoulder 232 whichserves as an abutment for the upper end of the coil spring 234, thelower end ofwhich engages the annular shoulder 22| and urges the valvemember 222 downwardly, retaining the cam roller 2|! in contact with thecam 2". The top cooperates with r l3 the port 80 to control the intakeof gas to the intake manifold ll8,to a conventional carburetor,

preferably byway of the rotaryfueldistributor ill shownin Figures 23 and24 and previously described. ,An additional piston ring 238 is placedimmediately below the intakeports 208 and,sparkl plug uncovering port286 to seal off the same.

The rotary fuel distributor Ill performs the same purpose in thetwo-cycle engine of Figures 1'! to 22 inclusive as in the four cycleengineof Figures 1 to 16 inclusive and has the same ad- I though therotor I14 is notpower driven mechanically. In the two cycle engine ofFigures 1'1 to 22 inclusive, moreover, theentire intake charge of fuelgas is pro-compressed in the pre-compression chamber 86, insteadof onlya portion thereof as in the four-cycle engine; I

As in the four-cycle type of engine, the two,

cycletype may be constructed in multiples of three cylinders, f1 cm 3 to24 cylinders and simi- 1 lar considerations apply as previouslydescribed inconnection with the four-cycle type of engine.

The firing order for the two-cycle engine may be 1-64 49-87-32, with thecylinders numbered the same as in the four-cycle type of engine, asshown in Figure 23. The locations of 'the crank throws and cylinders arethe same as in the four cycle type of engine.

Operation of twocycle type ofen gine In the operation of the twocycletype ofengine, as shown diagrammatically in Figures 18 to 22inclusive, let it be assumed that the moving parts are in the positionsshownin Figure 18, with the outer and inner pistons Stand 48 at theirpoints of greatestseparation at the beginning of the compression strokeimmediately after exhaust hastaken place. At this point,the residualpor-' tlon of the exhaust of burnt gasses is pasingrout through theexhaut ports 2 l and 212, into the exhaust manifold while in theupperpart of the outer piston 58, the incoming chargejof precompressedfuel gas is passing from the pre-compression chamber 86 through theports 201 and 208 in,-

to the combustion or explosion chamber 98.

Meanwhile, the, cam roller ,2! has just passed down the incline 2 l5from the high dwell portion,

211 to thelow dwell portion2ll of the cam 218 (Figure 22) permitting thevalve member 222 and its top surface235to move downwardly, opening upthe intake port 89 into communication with the, intake manifold I it. Asthe outer and inner pistons 58 and ll I move toward one another.

through the first quarter revolution of the crankshaft25, the, intakeandexhaust ports 208 and 2l0 are cut off from communication respectivelywith the intake transfer ports 201 and exhaust passageway and port 211and 212 respectively.

As the pistons 50 and, 84 move together in this manner (Figure 19), thesuction producedin the upper pre-compression chamber 86,,assisted by therotary fueldis tributor l0l, draws in a charge of fuel gas into thechamber 80 as shown by the arrows.

- 1 mental 1 as the crankshaft rotates from the quarter revolutionposition of Figure 19 to the half revolution position of Figure 20, thefull charge of fuel gas is drawn into the precompression cham- 5 her 88while the fuel gas charge in the combustion or explosion chamber 08 iscompressed fully.

When the outer and inner pistons 58 and 48 h reach their points ofnearest approach (Figure 20), the port 02 opens 'up the bore 10containing the spark plug 11 and at' the same time, the spark timingmechanism'causes a spark to jump between the electrodes. 12 thereof,firing the explosive charge. Meanwhile, the cam roller 218, which hasbeen traversing the low dwell portion 2 of the cam 2l8 has reached theend thereof and has passed up the incline 216 to the high dwell portion2 l1 (Flgure22) This action shifts the tubular valve member 222 upwardto close lathe intake port 80 from the exhaust manifold After theexplosion takes place, the outer and inner pistons 08 and 44 moverapidly apart, compressing the charge in the pre-compression chamber 86and expanding the charge in the combustion or explosion chamber 94, theparts being in the positionsshown in Figure 21 at the instant athree-quarter revolution is reached.

The outer and inner pistons continue to separate until the travel of theinner piston 44 uncovers the exhaust ports 2 l 0 and connects them withthe exhaust passageway 2H and exhaust port 2l2, whereupon the burntgases rush out through these ports into the exhaust manifold. At thesame time, the outward travel of the outer piston 58 causes the ports208 thereinto come into communication with the intake transfer ports201, permitting the precompressed charge of gas to rush into the upperpart of the combustion or explosion chamber 98. The moving parts reachthe positions shown in Figure 18 when the pistons 58 and I! reach theirpositions of greatest separation, and the operating cycle previouslydescribed recommences and continues indefinitely as long as the engineis in operation.

It will be observed from Figures 1'7 and 18 that in the two-cycle enginethe intake transfer ports 201 are long and narrow and are many in numberso as to not only equalize wear on the piston rings 206 but also toserve as a flame trap to prevent '50 preignitlon due to a lingeringflame in the com-.

bustion chamber 94 or exhaust passageways 2H and M2. The otheradvantages of the four-cycle engine previously described are alsopresent in the two-cycle type of engine, namely the cooling as of thepiston head 80 ofthe outer piston 58 by the incoming gases as well asthe warming of the latter, the protection of the spark plug electrodes12, except at the instant of ignition, and the other advantagesdescribed above. In the two cycle 80 engine, moreover, the spark pluguncoverin port 82 also serves as an intake port at the top of the strokeand tends to scavenge any oil which might otherwise accumulate in thisport. The exhaust ports 2 l 0 open up before the intake '65 ports 208enter into communication with the intake transfer ports 201, thisadvance in opening corresponding to about lo degrees of a revolution,thereby bringing about a sudden reduction of temperature and pressurevin the combustion chamber 98, and permitting the escape of most of theexhaust pressure duringthis interval. The exhaust continues to remainopen about 10 degrees after the intake, ports 201 close, thus permittingadditional scavenging. The intake ports 208 openand close at about 23degrees before and a combination drive shaft may be used. The

distributor for a nine cylinder engine is of the nine lobe cam type,driven at full time for the two-cycle engine and at half time for thefourcycle engine.

While I have shown and described my invention in detail, it is, to beunderstood that the same is to be limited only by the appended claims,for many changes may be made without departing from the spirit and scopeofmy invention.

'WhatIclaim is:

1. An internal combustion engine comprising a about 33 degrees beforeand after cylinder, a shaft, an outer piston reciprocable in saidcylinder and having a longitudinal bore forming a combustion chamber, aninner piston reciprocable in said bore, said cylinder having apre-compression chamber disposed outwardly of said outer cylinder,motion-converting mechanism operatively interconnecting said pistons andsaid shaft and arranged to convert the -.reciprocatory motions of saidpistons into rotary motion of said shaft, a valve device operativelyconnected to and operable in timed relationship with said shaft, saidvalve device having an intake portion arranged for supplying fuel tosaid pre-compression chamber, said cylinder and said outer piston havingcooperating intake ,and exhaust ports therethrough and operable in timedrelationship with said shaft for transferring said fuel from saidpre--compression chamber to said combustion chamber and for dischargingthe products of combustion of said fuel from said combustion chamber,said valve device having an exhaust.

portion spaced apart from said intake portion and cooperating with saidexhaust port for discharging said products of combustion.

2. Andnternal combustion engine comprising a cylinder, a shaft, an outerpiston reciprocable in said cylinder and having a longitudinal boreforming a combustion chamber, an inner piston reciprocable in said bore,said cylinder having a pre-compression chamber disposed outwardly ofsaid outer cylinder, motion-converting mechanismoperativelyinterconnecting said pistons and said shaft and arranged to convert thereciprocatory motions of said pistons into rotary motion of said shaft,a valve device having portions thereof arranged to control ports in saidcylinder for supplying fuel to said combustion chamber and also'fordischarging the products of combustion of said fuel from said combustionchamber, a cam follower connected to said valve device, a cam deviceoperatively connected to said shaft and having a plurality of adjacentlydisposed cam paths with portions thereof on the same level, andmechanism operable in timed relationship with said shaft for shiftingsaid cam follower from one path to the other path.

3. An internal combustion engine comprising acylinder, a shaft, an outerpiston reciprocable in said cylinder and having a longitudinal boreforming a combustion chamber, an inner piston reciprocable in said bore,said cylinder having a pre-compression chamber disposed outwardly ofsaid outer cylinder, motion-converting mechanismoperativelyinterconnecting said pistons and said shaftand arranged toconvert the reciprocatory motions of said pistons into rotary motion ofsaid shaft, a valve device having portions thereof arranged to controlports in said cylinder for supplying fuel to said combustion chamber andalso for discharging the products of combustion of said fuel fromsaidcombustion chamber,

a cam follower connected to' said valvedevice,

a cam device operatively connected to said shaft and having a pluralityof adjacentlydisposed cam paths with portions thereof on the same level,and mechanism operable in timed relationship with said shaft forshifting said cam follower from one path to the other path,- saidmotion-converting mechanism including a crank portion with a cheek onsaid shaft, and said-cam paths being disposed on said cheek.

4. An internal combustion engine comprising a housing. a shaft rotatablymounted in said housing, a set of cylinders mou ted on said housing withtheir axes disposed rad ally of the axis of said shaft, an outer pistonreciprocable in each cylinder and having a longitudinal bore forming acombustion chamber, an inner piston reciprocable in each bore,motion-converting mechanism operatively interconnecting said pistons andsaid shaft and arranged to convert the reciprocatory motions of saidpistons into rotary motion of said shaft, a valve device having portionsthereof arranged to control ports in each cylinder for supplying fuel toeach combustion chamber,

means operable in timed relationship with said shaft for discharging theproducts of combustion from each combustion chamber, a cam followerconnected to each valve device, and a cam operatively connected to saidshaft and engaging each cam followerof each set of cylinders.

5. .An internal combustion engine comprising a housing, a shaftrotatably mounted in said housing, a set of cylinders mounted on saidhousing with theiraxes disposed radially of the axis of said shaft, anouter piston reciprocable in each a cylinder and having a longitudinalbore forming a combustion chamber, an inner piston reciprocable in eachbore, motion converting mechanism operatively interconnecting saidpistons and said'shaft and arranged to convert the reciprocatory motionsof said pistons into rotary motion of said shaft, each cylinder having aprecompression chamber disposed outwardly of said outer piston, eachcylinder and each outer piston having mutually aligna-ble intake andexhaust ports'communicating with said combustion chamber and a valvedevice having a portion thereof arranged to control one of said ports ineach cylinder for supplying fuel to each pro-compression chamber, saidouter piston being operable in timed relationship with said shaftfortransferring fuel from each pre-compression chamber to each combus- 1tion chamber and said valve device having another portion thereofarranged to control another of said ports in each cylinder fordischarging the products of combustion from each combustion chamber.

' 6. An internal combustion engine comprising a housing, a shaftrotatably mounted in said housing, a set of cylinders mounted on saidhousing with their axes disposed radially of the axis of said shaft, anouter piston reciprocable in each cylinder and having a longitudinalbore forming a combustion chamber, an inner piston reciprocable in eachbore, motion converting mechanism operatively interconnecting saidpistons and said shaft and arranged to convert the reciprocatory motionsof said pistons into rotary motion of said shaft, avaive device havingportions thereof ar-' ranged to control ports in each cylinder for mpplying fuel to each combustion chamber, and

i also for discharging the products of combustion from each combustionchamber, a cam follower connected to each valve device,'a cam mounted onsaid shaft and having a plurality of adjacently disposed cam paths withportions thereof on the same level. and mechanism operable in timedrelationship with said shaft for shifting said cam follower from onepath to the other path.

7. An internal combustionengine comprising a housing, a shaft rotatablymounted in said hous- 1 ing, a set of cylinders mounted on said housingwith their axes disposed radially of the axis of said shaft, an outerpiston reciprocable in each cylinder and having a longitudinal boreforming a combustion chamber, an inner piston reciprocable in each bore,motion converting mechanism operatively interconnecting said pistons andsaid shaft and arranged to convert the reciprocatory motions of saidpistons into rotary motion of said shaft, each cylinder having apre-compression chamber disposed outwardly of said outer piston, eachcylinder and each outer piston having 18 said shaft for supplying fuelto said cylinder bore and for discharging the products of combustiontherefrom, and an igniter in communication with said cylinder, saidouter piston having a port opening into said combustion chamber andaligned with said igniter substantially at the top of the stroke of saidirmer piston, said mechanism being operable in timed relationship withsaid shaft for normally interrupting said communication between saidigniter and said combustion chamber through said outer piston poit andfor establishing said communication only near the chamber, and mechanismoperable in timed relationship with said shaft for shifting said valvedevice.

8. An internal combustion engine comprising a shaft, a cylinder having acylinder bore, an outer piston reciprocable in said cylinder bore andhaving aninternal piston bore forming a combustion chamber, an innerpiston reciprocable in operatively interconnecting said pistons and saidshaft and arranged to convert the reciprocatory motions of said pistonsinto rotary motion of said shaft, means operable in timed relationshipwith i said piston bore, motion-converting mechanism upper limit ofreciprocation of said inner piston.

9. An internal combustion engine comprising a shaft, a ylinder having acylinder bore, a piston reciprocable in said cylinder bore,motion-converting mechanism operatively interconnecting said piston andsaid shaft and arranged to convert the reciprocatory motions of saidpistons into rotarymotion of said shaft, means operable in timedrelationship with said shaft for supplying fuel to said cylinder boreand for discharging the products of combustion therefrom, said cylinderhaving a recess opening into said bore, an igniter in said recess, aclosure member normally disposed in said recess between said igniter andsaid cylinder bore, mechanism operably inter-- connecting said shaft andsaid closure member and responsive to the reciprocation of said pistonto the approximate upper limit of its stroke for moving said closuremember out of said recess whereby to momentarily expose said igniter tosaid bore, and means for energizing said igniter in its exposedposition.

CLEVELAND H. JELLEY.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 721,872 Evensen Mar. 3, 1903756,160 Evensen Mar. 29, .1904 923,496 Cutler .1 June 1, 1909 1,286,000Hoersting Nov. 26, 1918 1,286,149 Tips Nov. 26, 1918 1,508,260 SuttonSept. 9, 1924 2,024,690 Harris Dec. 17, 1935 2,363,576 Devorak Nov. 28,1944

